Aerial vehicle with uncoupled heading and orientation

ABSTRACT

An aerial vehicle includes a hull containing the main processor, energy storage, support components such as sensors, wireless communication, and landing gear. Attached to the hull are at least three thrust or propulsion units each with two degrees of freedom from the hull allowing them to orient independently in any direction and apply thrust independently from the hull or any other thrust or propulsion unit. In some embodiments, a mount for auxiliary attachments is included or the auxiliary system is built into the hull. Components like the energy storage, auxiliary attachments, and/or propulsion units may also be replaceable as required.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.15/499,023 filed on Apr. 27, 2017, which claims the benefit of U.S.Provisional Patent Application No. 62/328,266 filed on Apr. 27, 2016,all of which are herein incorporated by reference in their entirety.

FIELD

The present disclosure generally relates to the field of aerialvehicles.

INTRODUCTION

Multirotor drones or rotorcraft vehicles are able to hover, performvertical take-off and landing (VTOL), and fly in any direction, buttheir orientation directly affects their heading. This limitsmaneuverability to their inertia. This also limits how large arelatively stable multirotor can be made.

There is a need for higher-performance vehicles with moremaneuverability, precision, and stability for various applications ofstandard multirotor drones which may be limited to a relatively smallsize.

SUMMARY

In accordance with one aspect, there is provided an aerial vehicle,capable of hover and flight in any orientation completely independent ofits three-dimensional heading. The vehicle has a hull containing theprocessor, energy storage, and any supporting components like landinggear, wireless communication, and/or sensors. In some embodiments thevehicle has three or more thrust or propulsion units, of which, atminimum two are gimballed thrust units capable of two rotational degreesof freedom with respect to the hull and other thrust and propulsionunits. Gimballed thrust units can orient and vary their thrust anddirection independently to the hull or any other thruster or propulsionunit.

The aerial vehicle may have individual motors for each propulsion unitfor separate control of thrust by the control unit. The propulsion unitsmay have a gimbal frame that enables tilting of the motors in twodegrees-of-freedom to allow rotational capability.

The aerial vehicle may have one or more permanently installed auxiliarysystem or other attachments. Such auxiliary systems can be payloads,batteries, cameras, sensors, actuators, electronics, or other modulesthat provide functionality to the vehicle

The aerial vehicle may have at least one mount for auxiliaryattachments. Such attachments can be payloads, batteries, sensors,actuators, electronics, or other modules that provide functionality tothe vehicle.

The control unit issues control commands to rotate the propulsion unitsusing the gimbal frame based on a computed rotation metric provided bythe control unit.

In accordance with one aspect, there is provided a process for an aerialvehicle. The process may involve determining a current orientationmeasurement and heading using sensor data; determining a rotation metricusing the current orientation and heading measurement and a targetorientation and heading measurement; and triggering control commands foractuating movement of propulsion units relative to a gimbal frame basedon the rotation metric and varying their thrust, the movementindependent of the hull or any other thruster or propulsion unit. Theprocess may involve preprocessing the sensor data.

In various further aspects, the disclosure provides correspondingsystems and devices, and logic structures such as machine-executablecoded instruction sets for implementing such systems, devices, andmethods.

In some embodiments, there is provided an aerial vehicle with at leastthree gimballed thrust or propulsion units driven by an on boardelectrical power source and processor. The processor can determine acurrent orientation and heading measurement and heading using sensordata, and determine a rotation metric using the current orientation andheading measurement and a target orientation and heading measurement.The processor triggers control commands for actuating movement of the atleast three thrust or propulsion units relative to a gimbal frame basedon the rotation metric and varying their thrust, the movementindependent of a hull or any other thruster or propulsion unit.

The aerial vehicle is capable of varying thrust and orient independentlyto the hull or any other thruster or propulsion unit.

The aerial vehicle is capable of hover and flight in any orientationcompletely independent of its three-dimensional heading.

The aerial vehicle can have at least two gimballed thrust or propulsionunits with the ability to orient and vary thrust independently to thehull or any other thrusters or propulsion units.

The aerial vehicle can drive by any power source or combination of powersources, including on board hybrid electric generating methods,pneumatic, hydraulic, fossil fuel or others.

The aerial vehicle has at least two gimballed thrust or propulsion unitswith the ability to orient and vary thrust independently to the hull orany other thrusters or propulsion units, driven by any power source orcombination of power sources, including on board hybrid electricgenerating methods, pneumatic, hydraulic, fossil fuel or others.

The aerial vehicle can have supporting components like landing gear,wireless communication and/or sensors.

The aerial vehicle can have detachable gimballed thrust or propulsionsunits.

The aerial vehicle can have at least one mount for auxiliaryattachments. Such attachments can be batteries, sensors, actuators,electronics, or other modules that provide functionality to the vehicle.

The aerial vehicle can have a permanently installed auxiliary system orother attachment.

In another aspect, embodiments provide a process for an aerial vehiclethat determines a current orientation measurement and heading usingsensor data, and determines a rotation metric using the currentorientation and heading measurement and a target orientation and headingmeasurement. The process triggers control commands for actuatingmovement of at least three thrust or propulsion units relative to agimbal frame based on the rotation metric and varying their thrust, themovement independent of the hull or any other thruster or propulsionunit.

In some embodiments, the process involves preprocessing the sensor data.

In another aspect, embodiments provide an aerial vehicle capable ofhover and flight in any orientation completely independent of itsthree-dimensional heading. The aerial vehicle has at least threegimballed thrust or propulsion units driven by an on board electricalpower source with the ability to vary thrust and orient independently tothe hull or any other thruster or propulsion unit.

The aerial vehicle can have at least two gimballed thrust or propulsionunits with the ability to orient and vary thrust independently to thehull or any other thrusters or propulsion units.

The aerial vehicle can be driven by any power source or combination ofpower sources, including on board hybrid electric generating methods,pneumatic, hydraulic, fossil fuel or others.

The aerial vehicle can have at least two gimballed thrust or propulsionunits with the ability to orient and vary thrust independently to thehull or any other thrusters or propulsion units, driven by any powersource or combination of power sources, including on board hybridelectric generating methods, pneumatic, hydraulic, fossil fuel orothers.

The aerial vehicle can have a processor, supporting components likelanding gear, wireless communication and/or sensors.

The aerial vehicle can have detachable gimballed thrust or propulsionsunits.

The aerial vehicle can have at least one mount for auxiliaryattachments. Such attachments can be batteries, sensors, actuators,electronics, or other modules that provide functionality to the vehicle.

The aerial vehicle can have a permanently installed auxiliary system orother attachment.

The embodiments are not limited in application to the details ofconstruction and to the arrangements of the components set forth in thefollowing description or illustrated in the drawings. Also, it is to beunderstood that the phraseology and terminology employed herein are forthe purpose of description and should not be regarded as limiting.

Many further features and combinations thereof concerning embodimentsdescribed herein will appear to those skilled in the art following areading of the instant disclosure.

DESCRIPTION OF THE FIGURES

In the figures, embodiments are illustrated by way of example. It is tobe expressly understood that the description and figures are only forthe purpose of illustration and as an aid to understanding.

Embodiments will now be described, by way of example only, withreference to the attached figures, wherein in the figures:

FIG. 1 is a view of an example of embodiment of an aerial vehicle withuncoupled heading and orientation.

FIG. 2 is a view showing an alternate example of an arrangement forpropulsion units in a vehicle.

FIG. 3 . is an exploded view of an example embodiment of an aerialvehicle with uncoupled heading and orientation.

FIG. 4 . is a view of an example of embodiment of an aerial vehicle withuncoupled heading and orientation in a stable configuration.

FIG. 5 is a view of an example control unit for the aerial vehicle withuncoupled heading and orientation.

FIG. 6 is an example flow chart of a process for the aerial vehicle withuncoupled heading and orientation.

FIG. 7 is a view of an aerial vehicle with uncoupled heading andorientation at a current orientation and a target orientation.

DETAILED DESCRIPTION

Embodiments provide an aerial vehicle with uncoupled heading andorientation capable of hover and flight in any orientation independentof its three-dimensional heading. The aerial vehicle with uncoupledheading and orientation may have configurations of three or morepropulsion units according to some embodiments. The thrust units can begimballed such that they are capable of two degrees of freedom from thehull and other thrust or propulsion units.

According to example embodiments, the vehicle includes a hull containingthe energy storage, support components such as payloads, sensors,control units, and landing gear. Attached to the hull is at least threepropulsion units each with two degrees of freedom from the hull allowingthem to orient and apply thrust in any direction independently from oneanother or the hull.

In some embodiments a mount for auxiliary attachments is included or theauxiliary system is built into the hull. Components like the energystorage, auxiliary attachments, and/or propulsion units may also beeasily replaceable as required. Propulsion units may be integrated ordetachable.

Embodiments of methods, systems, and apparatus are described throughreference to the drawings.

FIG. 1 shows an isomeric view of an embodiment of an aerial vehicle 10as an illustrative example.

The aerial vehicle 10 includes a hull assembly 12 containing any amountof battery packs 30 and the main control unit 32. A multitude ofthruster or propulsion units 14 are attached to the hull. The wholevehicle 10 contains various components. A gimbal frame 20 from eachpropulsion unit 14 is attached to both the primary servo motor 22 andthe secondary servo motor 24. The primary servo motor 22 rotates thegimbal frame 20 with respect to the hull assembly 12. The secondaryservo motor 24 rotates the rotor assembly 28 with respect to the gimbalframe 20. The primary servo motor 22 and secondary servo motor 24 aremounted orthogonally to facilitate the full orientation freedom of therotor assembly 28 with respect to the hull assembly 12. The rotorassembly receives power through a mechanical coupling with thepropulsion motor 26. In an example embodiment, the hull assembly 12 andthe propulsion units 14 are connected through the primary servo motor22.

The aerial vehicle 10 includes at least one battery pack 30.

The aerial vehicle 10 includes a main control unit 32 to controlcomponents of the aerial vehicle 10. The main control unit 32 may beimplemented as a microcontroller, as described herein.

In some embodiments, the gimbal frame 20 may use two servo motors toprovide independent movement to the propulsion unit 14, provided by theprimary servo motor 22 and the secondary servo motor 24. The combinationof the possible rotations provided by the two servo motors allows therotor assembly 28 to keep pointed or oriented in the vector arranged bythe main control unit 32.

The hull assembly 12 provides a structure for all components to attachto and coordinate function. In some embodiments, the hull assembly 12 ismade using a carbon fiber composite structure, but other lightweightmanufacturing methods including aluminum and plastics may also be usedfor the aerial vehicle. The locations of each component are used by themain control unit to determine the required data for each actuator andhow data from each sensor can be used or combined to generate that data.The flight process customization is done at power-up or as needed, suchas when the components are changed.

FIG. 2 shows another example embodiment of the aerial vehicle 10. Thepropulsion unit 14 is in a different configuration where the power anddata lines are not running through the servo motors, and are insteadtransferred through a primary slip ring 42, or through a simple wirebundle. This requires a mounting on both sides of the gimbal frame 20 tothe gimbal mount 40. The propulsion motor 26 is also mounted directly tothe rotor assembly 28 and because of that requires power to betransferred through a secondary slip ring 44 mounted on the gimbal mount40. This alternate and more complicated configuration allows for higherpower densities and lift when the configuration detailed in FIG. 1 wouldexhibit too much frame flex, but the function and software ismaintained.

FIG. 3 shows an exploded view of all subassemblies within anotherexample embodiment of the aerial vehicle 10. The example showsconnections between the various components of aerial vehicle 10including the components within the hull 12. The hull 12 provides powerto all propulsion units 14 and other units through the powerdistribution unit 38 that draws power from battery packs 30. The wholevehicle 10 is controlled by the main control unit 32 and can beinterfaced and can be configured through a display 36. As in the exampleembodiment as shown in FIG. 1 , the power and data pass through theprimary servo motor 22 to the rest of the propulsion units 14.

FIG. 4 shows another example embodiment of the aerial vehicle 10 by nothaving or requiring symmetrically mounted propulsion units 14 and havinga hull 12 at an arbitrary size.

The propulsion units 14 may be placed at any location of a vehicle 10and can be comprised on different power capabilities. This isexemplified by the configuration of an alternative embodiment shown inFIG. 4 . To allow the vehicle 10 six degrees-of-freedom (6DOF), the maincontrol unit 32 intelligently distributes the required thrust betweenthe propulsion units 14 to provide a collective sum specified by thepilot, for example.

The control of the vehicle 10 may be provided through actuation by themain control unit of a variety of electrical and mechanical components,with the most basic flight controls being vectors and moments at thecenter of gravity for the vehicle to generate. The main control unit 32may accept a variety of data through different communication methods tofacilitate manual, semi-autonomous, or fully autonomous control andconfigurations.

For example, the vehicle 10 may be controlled through a fly-by-wiresystem that uses the information provided by an IMU (inertialmeasurement unit) within the main control unit 32 as well as theinstructions by the controller. The details are found subsequently.

To achieve flight in any orientation, the collective thrust vector atthe center of gravity of the vehicle 10 is a combination of the inversegravity vector and the target acceleration vector. This is doneseparately and does not have to be identical in all three axes. Thismeans that both the gravity vector and the target movement vector may bein any axis without any difference in calculation, therefore enablinghover in any orientation of the vehicle 10 at a software level. Thecollective thrust vector is split between each propulsion unitdynamically and sometimes preferentially. That is, the total of thecollective thrust vector may be split within different classes ofpropulsion units for different reasons. Large propulsion units 14 may begiven priority for producing the inverse gravity vector while smallpropulsion units are given priority for heading correction for quickthrust response from the controller.

To achieve any arbitrary orientation, the collective moment vector atthe center of gravity of the vehicle may be split within the propulsionunit dynamically and sometimes preferentially. Each axis of thecollective moment vector is a combination of the thrust variationswithin the propulsion units on the rotation axes that combine to a sumof zero, so heading is not affected by the orientation adjustment.

Since both the collective thrust vector and the collective momentvectors are absolute units, no vector is a multiplier for the thrust tobe produced by the propulsion units and are may be computed in nospecific order, or even at different rates. The only exceptions arecalibrated modifiers.

Since there may not always be a clear path for air to flow through thepropulsion units, some orientations of the vehicle will require morepower to produce the equivalent thrust. For this, calibrated modifiersare used to overcome the drag produced by air passing over the hull orany other components to provide consistent response. The calibratedmodifiers are determined empirically by the main control unit 32 duringa calibration process in the vehicle, and when determined, modify thefinal thrust output of the vehicle 10 dynamically based on theorientation, acceleration, propulsion unit failure, or other factors asneeded. Each factor may require the vehicle 10 (e.g. control unit 32) todetermine the thrust difference to the same orientation or heading instatic hover.

During the calibration process in some embodiments, the vehicle maychange orientations during static hover and by difference in powerrequired for static hover in each orientation, calculate a calibratedmodifier for orientation changes. In some embodiments, the vehicle willalso determine the difference in power required to obtain accelerationin each axis and calculate the calibrated modifier for acceleration. Thevehicle may also cut power to a propulsion unit and use the differencein required power in the other propulsion units to determine thecalibrated modifier in case that propulsion unit should fail.

The propulsion units 14 may use a different method of achievingindependent orientation and thrust. An example is provided by thedifference in configuration of the propulsion units 14 between FIG. 1and FIG. 2 . Further alternate configurations of the same novelfunctions can be possible by using more than two servo motors forchanging the orientation of the rotor assembly 28. The servo motors canbe placed in non-orthogonal arrangements, which may be particularlyattractive for smaller embodiments of the vehicle.

Embodiments can have different hull shape configurations with more thantwo propulsion units 14. There may be variations in materials orspecifics of the configuration. In the figures provided, a simplebox-like structure is used, but any shape designed to attach topropulsion units 14 can work equally well because the shape of the hulldoes not affect the novel freedom of orientation and heading disclosedherein. The shape only affects the variance of the calibrated modifiers,which means that more aerodynamic shapes are simply a more efficientconfiguration.

As noted, the aerial vehicle 10 includes a hull 12 containing the maincontrol unit 32 (microcontroller) coupled to energy storage and supportcomponents such as sensors, wireless communication, and landing gear.The control unit 32 electronically controls each thruster or propulsionunits 14, each with two degrees of freedom from the hull where thecontrol unit 32 actuates components to orient the propulsion units 14independently in any direction and apply thrust independently.

The embodiments of the control unit 32 may be implemented in acombination of both hardware and software. These embodiments may beimplemented on programmable computers, each computer including at leastone processor, a data storage system (including volatile memory ornon-volatile memory or other data storage elements or a combinationthereof), and at least one communication interface.

Program code is applied to input data to perform the functions describedherein and to generate output information. The output information isapplied to control various components of vehicle 10. In someembodiments, the communication interface may be a network communicationinterface. In embodiments in which elements may be combined, thecommunication interface may be a software communication interface, suchas those for inter-process communication. In still other embodiments,there may be a combination of communication interfaces implemented ashardware, software, and combination thereof.

The main control unit 32 may represent one or more microprocessors orcomputing devices having at least one processor configured to executesoftware instructions stored on a computer readable tangible,non-transitory medium.

FIG. 5 illustrates a diagram of an example main control unit 32. Asdepicted, main control unit 32 includes one or more processors 120,memories 112, persistent storage 114, network interfaces 116 andinput/output interfaces 118. Processor 120 may operate under control ofsoftware stored, for example, in persistent storage 114 and loaded inmemory 112. Network interface 116 connects vehicle 10 to networks forwireless communication. I/O interface 118 further connects to one ormore other hardware units such as sensors, display, propulsion units,and so on.

FIG. 6 illustrates an example process flow with aspects implemented bycontrol unit 32. The control unit 32 couples to gimbal frame 20 andpropulsion units 14 to provide hover and flight control independent ofthe three dimensional heading or orientation of the vehicle 10. Thegimbal frame 20 and propulsion units 14 enable rotation and control unit32 to send control signals to each propulsion unit 14 independently.

At 602, sensors of vehicle 10 detect the current orientation and headingof the gimbal frame 20. This is mainly done through an inertialmeasurement unit (IMU) included inside the main control unit 32 orincluded in the hull 12. The IMU is able to determine the orientationand acceleration of the hull 12 and from that the main control unit 32is able to calculate the pose of the entire vehicle. Additional sensorslike a GPS receiver may also be included within the main control unit 32or the hull 12, and can provide velocity and position of the vehiclerelative to the environment.

At 604, the sensor or the control unit 32 pre-processes the sensor data.For example, the sensor information may not be complete and may needpre-processing to get required information. This is often a filtering ofdata or a combination of sensor data to determine one metric, such asorientation determined by the combination of the accelerometer andgyroscope inside the IMU or how position information provided by the GPSmust be filtered for outliers to prevent incorrect data from being usedin subsequent stages.

At 606, the control unit 32 receives the current orientation, heading,and other data from sensors. The control unit 32 compares the currentorientation to a target orientation to compute a rotation metric. Forexample, control unit 32 computes the difference between the current andtarget orientation. This is computed independently in all axis andindependently between orientation and heading, as a necessaryrequirement for true 6DOF capability. An example of an orientationchange metric is seen in FIG. 7 .

At 608, the control unit 32 triggers control commands to actuatecomponents of the vehicle 10 based on the computed rotation metric topivot or rotate components thereof. The control unit 32 controls thecomponents of vehicle 10 separately and independently. For example,control unit 32 controls movement of each propulsion unit 14 separatelyand independently of the others by issuing control commands to separatemotors, each motor coupled to a propulsion unit 14. The propulsion units14 may pivot in any direction from the actuation provided to the primaryservo motor 22 and secondary servo motor 24, controlled by the maincontrol unit 32. The gimbal frame 20 that connects the primary servomotor 22 and secondary motor 24 may provide continuous pivoting abilityfor the propulsion units 14. The rotation and computation may beimplemented by the control unit 32 in real-time and in a continuousmanner. This process is done for each propulsion unit individually basedon the target movement required for the vehicle 10. The individualprocess allows embodiments described herein to have the same 6DOF for anarbitrary amount of propulsion units 12 when in quantities above 2.

Embodiments have at least three propulsion units 12 to give the vehicleenough vector points to be capable of flight in uncoupled heading andorientation. Fewer than 3 can limit the vehicle to less maneuverability,while any higher number does not have an adverse effect on function.This is because the main control unit 32 intelligently distributes thetarget output vector to each propulsion unit to give the whole vehicle10 equal maneuverability in any configuration that satisfies theconditions above.

The use of two degrees-of-freedom in each propulsion unit between thepropellers and the frame provides unique functionality. The distributedtarget output vector in each propulsion unit can be in arbitrarymagnitude and direction, overall enabling the entire vehicle to have theunique six degrees-of-freedom maneuverability during hover or flight.

Embodiments described herein may avoid gimbal lock to provide the novelfunction required. This is done by the use of inverse kinematics foreach propulsion unit. This allows for consistent orientation of therotor assembly 28 in each propulsion unit 12 to the target orientationwithout any conditions of unreachable orientation that are otherwisepossible when only two degrees-of-freedom are not sensibly utilized.

Embodiments described herein may implement a calibration mode or step.For example, given that movement of a component is separate fromrotation of another component, the control unit 32 can calibrate eachcomponent individually.

Embodiments described herein provides a structure that allows rotationwhile the rotor is active. For example, a half circle or fork structureconfiguration enables a rotor to be orthogonal to another rotor whilenever entering a position where a rotor may collide with the forkstructure. This may provide two degrees of freedom and two axis ofrotation.

Embodiments described herein may enable the vehicle to not have to stayin any orientation with tilting or other movement of the rotors withfull freedom of rotation. Embodiments described herein may enable thevehicle to vary speed independent of orientation. Embodiments describedherein may enable variation of thrust between motors in combination tovarying angle, for example. The rotor is designed to keep the devicelevel by varying thrust appropriately as calculated by the main controlunit 32.

In another aspect, embodiments may include vehicles with obstacleavoidance systems. These systems can utilize sensors to determine theproximity of impeding obstacles or approaching solid bodies, and canoverride the user control input to automatically avoid collision. Anexample of such a system application would be the use of ultrasonicproximity sensors to detect the distance of the aerial vehicle from asolid wall. A calculation is made based on aerial vehicle distance tothe wall, aerial vehicle velocity and acceleration, and if necessary, anautomatic avoidance of the wall is triggered by steering the aerialvehicle away from the wall. The system would also be effective in usefor bodies approaching the aerial vehicle (like birds) as it would befor still objects (like walls). The calculations made would be verysimilar as the distance, velocity and acceleration are relative measuresof the aerial vehicle and the obstacle. Other obstacle avoidance systemsmay also be implemented.

In another aspect, embodiments may include a suite of on board sensorsfor use in monitoring flight conditions and diagnosing variousconditions of the aerial vehicle. These sensors may include but are notlimited to motor RPM sensors, temperature sensors, current sensors,voltage sensors, vibration sensors and torque sensors. These sensorsmeasure, log and transmit various parameters of the aerial vehiclecondition. For example, battery voltage measurement and logging allowsfor the prediction of remaining battery life and/or flight time. Thelogged voltages, after empirical derivation, can also be used to predicta reasonable time within which the battery needs to be replaced. Anotherexample of sensor use is the use of temperature sensors at motors andbattery. These sensors can be used to indicate overheating and triggeran alert or automatic landing procedure. This type of function willprevent catastrophic aerial vehicle failure and improve maintenanceprocedures. Another example of condition monitoring through sensorswould be the use of vibration sensors. Vibration sensors placedthroughout the propulsion units and/or hull can indicate that motorsneed repair or replacement. Empirical derivation of safety limits andmean failure times can thus be used to develop comprehensive predictivemaintenance schedules and automatic safety features which prevent unsafeuse by initiating safe landing and lockout procedures. Combinations ofsensors can be used to infer important aerial vehicle parameters thatare otherwise not possible. For example, the use of a temperature sensorand vibration sensor at the motor can indicate a specific failed motorwhere neither sensor alone could reasonably assert this information. Insuch a manner, sensors will be used in current and future embodiments inthe purpose of providing critical operator feedback, initiatingautomatic safety protocols, notification of aerial vehicle maintenancecondition and enabling predictive maintenance routines.

In another aspect, embodiments may be highly modular. All parts of thedrone may be completely integrated (fixed), completely detachable or anycombination of the two. Modular assembly of the aerial vehicle is suchthat very little effort and skill is needed to replace any givencomponent like a battery, propulsion unit, sensor, control unit, radiotransmitter/receiver, landing gear, hull segment, payload or any otherattachment. Modularity is a highly desirable design paradigm used incombination with the predictive maintenance system proposed above toprovide very reliable end-user product. Modularity allows untrained orvery low-trained users to replace entire blocks of the system, like abattery or propulsion unit, with snap-in replacements.

In another aspect, embodiments may include different power sources thanon board electrical (battery). Such power sources include but are notlimited to on board electric generating methods, pneumatic, hydraulic,fossil fuel or others. Such future embodiments would utilize the samecontrol and operating principles of uncoupled heading and orientation asdescribed earlier. On-board electric generating methods include anysource of electric generation on board by using a fuel source orcombination of fuel sources. An example of such an iteration would beusing an on-board gasoline driven electric generator to recharge abattery during flight, thus increasing flight time capability. Anotherexample of such an iteration would be use of a pneumatic (compressedgas) source to directly drive the motors or generate electrical powerfor a generator to charge a battery in flight. Another potentialiteration of the aerial vehicle described would be the inclusion ofhybrid power sources to optimize flight time and control characteristicsof the vehicle. For example, using a consistent and energy dense powersource like a fossil fuel engine to provide the main thrust forcerequired to sustain lift, and using another highly controlled drivesystem like electric battery power to provide controlling power. Thissystem combines the energy density of an engine to provide long flighttimes while also enabling maneuverability by using the responsiveelectric battery power source. Other iterations are possible using anysingle or combination of power sources to drive the propulsion units.

Example Applications

The following section describes potential applications that may bepracticed in regards to some embodiments. There may be other, different,modifications, etc. of the below potential applications, and it shouldbe understood that the description is provided as non-limiting,illustrative examples only. For example, there may be additions,omissions, modifications, and other applications may be considered.

The greatest improvement in function will pertain to the field of aerialimaging and mapping, where the uncoupled heading and orientation willallow directly mounted imaging and scanning equipment to be kepthorizontal irrespective of vehicle velocity or acceleration. This allowsfor more predictable scanning and imaging equipment positioning reducingthe scanning errors, improving quality.

Other likely applications would be in novel applications not currentlyeffectively satisfied by any aerial vehicle, such as window washing,parcel delivery, painting, surveillance, and indoor scanning eachbenefitting from a great improvement in stability of this novelinvention over current solutions.

Possible applications would be in non-horizontal landing and take-offcapabilities including but not limited to banked or sloped surfaces,walls, roofs, ceilings, curved surfaces and others.

The foregoing discussion provides many example embodiments. Althougheach embodiment represents a single combination of inventive elements,other examples may include all possible combinations of the disclosedelements. Thus if one embodiment comprises elements A, B, and C, and asecond embodiment comprises elements B and D, other remainingcombinations of A, B, C, or D, may also be used.

The term “connected” or “coupled to” may include both direct coupling(in which two elements that are coupled to each other contact eachother) and indirect coupling (in which at least one additional elementis located between the two elements). In some cases, the connection maybe permanent or removable.

The technical solution of embodiments may be in the form of a softwareproduct. The software product may be stored in a non-volatile ornon-transitory storage medium, which can be a compact disk read-onlymemory (CD-ROM), a USB flash disk, or a removable hard disk. Thesoftware product includes a number of instructions that enable acomputer device (personal computer, server, or network device) toexecute the methods provided by the embodiments.

Although the embodiments have been described in detail, it should beunderstood that various changes, substitutions and alterations can bemade herein without departing from the scope as defined by the appendedclaims.

Moreover, the scope of the present application is not intended to belimited to the particular embodiments of the process, machine,manufacture, composition of matter, means, methods and steps describedin the specification. As one of ordinary skill in the art will readilyappreciate from the disclosure, processes, machines, manufacture,compositions of matter, means, methods, or steps, presently existing orlater to be developed, that perform substantially the same function orachieve substantially the same result as the corresponding embodimentsdescribed herein may be utilized. Accordingly, the appended claims areintended to include within their scope such processes, machines,manufacture, compositions of matter, means, methods, or steps.

As can be understood, the examples described above and illustrated areintended to be exemplary only.

What is claimed is:
 1. An aerial vehicle (AV) comprising at least threegimballed thrust or propulsion units driven by an on board electricalpower source, and a processor configured to: determine a current AVorientation and heading measurement using sensor data; determine arotation metric using the current AV orientation and heading measurementand a target AV orientation and heading measurement; determine acollective thrust vector and a collective moment vector; dynamicallysplit the collective moment vector for the AV into individual momentvectors for each propulsion unit, wherein the individual moment vectorsare not equal at each propulsion unit; dynamically split the collectivethrust vector for the AV into individual thrust vectors for eachpropulsion unit, wherein the individual thrust vectors are not equal ateach propulsion unit; and trigger control commands, based on therotation metric and the split collective thrust vector and the splitcollective moment vector, to: actuate thrust magnitude; and independentfrom the thrust applied to any gimballed thrust or propulsion unit,actuate movement of at least three gimballed thrust or propulsion unitsrelative to a frame of the AV; wherein the orientation of the gimballedthrust or propulsion units is independent of: the orientation of theframe of the AV; and any other thrust or propulsion unit.
 2. The aerialvehicle as claimed in claim 1, wherein movement and/or change inorientation of the vehicle occurs due to the movement of the at leastthree gimballed thrust or propulsion units.
 3. The aerial vehicle asclaimed in claim 1, comprising: a first power source for the thrustforce; and a second power source for independently controlling themovement of the at least three gimballed thrust or propulsion unitsrelative to the frame of the AV.
 4. The aerial vehicle as claimed inclaim 1, wherein the thrust magnitude of each propulsion unit isarbitrary during the movement of the at least three gimballed thrust orpropulsion units.
 5. The aerial vehicle as claimed in claim 1, whereinmovement of the at least three gimballed thrust or propulsion unitsoccurs while their rotors are active.
 6. The aerial vehicle as claimedin claim 1, wherein the processor is configured to receive sensor datato determine the proximity of impeding obstacles or approaching solidbodies.
 7. The aerial vehicle as claimed in claim 1, capable of hoverand flight in any orientation completely independent of itsthree-dimensional heading, by using movement of the gimballed thrust orpropulsion units to control movement and orientation of the aerialvehicle.
 8. The aerial vehicle as claimed in claim 1, wherein at leastone of: the aerial vehicle comprises at least two gimballed thrust orpropulsion units with the ability to orient and vary thrustindependently to the hull or any other thrust or propulsion units; orthe aerial vehicle is driven by any power source or combination of powersources, including on board hybrid electric generating methods,pneumatic, hydraulic, fossil fuel or others.
 9. The aerial vehicle asclaimed in claim 1, comprising at least one of: supporting components,including landing gear, wireless communication and/or sensors;detachable gimballed thrust or propulsions units; at least one mount forauxiliary attachments, including at least one of batteries, sensors,actuators, electronics, or other modules that provide functionality tothe vehicle; or a permanently installed auxiliary system or otherattachment, including at least one of: a fixed propulsion unit; or afixed auxiliary component.
 10. The aerial vehicle as claimed in claim 1,wherein the processor is configured to at least one of: divide acollective thrust vector between different classes of propulsion;dynamically divide a collective movement vector within the propulsionunit at the centre of gravity of the aerial vehicle, wherein each axisof the collective movement vector comprises a combination of thrustvariations within propulsion units on the rotation axes that combine toa sum of zero; give priority to a large propulsion unit for producing aninverse gravity vector; or give priority to a small propulsion unit forheading correction.
 11. The aerial vehicle as claimed in claim 1,wherein at least one of: at least one thrust or propulsion unit does nothave a symmetrical counterpart; or at least one thrust or propulsionunit is located on a different horizontal plane than a hull of theaerial vehicle.
 12. The aerial vehicle as claimed in claim 1, wherein todetermine the collective thrust vector, the processor is configured to:determine a calibration modifier for each propulsion unit based on atleast one of: vehicle orientation; vehicle acceleration; propulsion unitfailure; thrust profile of the propulsion unit; or location of thepropulsion units relative to the centre of mass of the vehicle; whereinthe collective thrust vector includes the calibration modifier for eachpropulsion unit.
 13. The aerial vehicle as claimed in claim 1, whereinthe current AV orientation and heading measurement includes at least oneof: a movement vector of the AV; a current AV heading that isindependent of a current AV orientation; a current AV orientation thatis independent of its three-dimensional heading; or a current AVorientation that is independent of its three-dimensional movementvector.
 14. The aerial vehicle as claimed in claim 1, wherein at leastone of the collective thrust vector or the collective moment vector issplit at least one of: dynamically; preferentially; or between differentclasses of propulsion units.
 15. A process for an aerial vehicle (AV)comprising the steps of: determining a current AV orientationmeasurement and heading using sensor data; determining a rotation metricusing the current AV orientation and heading measurement and a target AVorientation and heading measurement; determining a collective thrustvector and a collective moment vector; dynamically splitting thecollective moment vector for the AV into individual moment vectors foreach propulsion unit, wherein the individual moment vectors are notequal at each propulsion unit; dynamically splitting the collectivethrust vector for the AV into individual thrust vectors for eachpropulsion unit, wherein the individual thrust vectors are not equal ateach propulsion unit; and triggering control commands, based on therotation metric and the split collective thrust vector and the splitcollective moment vector, for: actuating thrust magnitude of the atleast three gimballed thrust or propulsion units relative to a frame ofthe AV; and independent from the thrust applied to any gimballed thrustor propulsion unit, actuating movement of at least three gimballedthrust or propulsion units relative to the frame of the AV; wherein theorientation of the gimballed thrust or propulsion units is independentof: the orientation of the frame of the AV; and any other thrust orpropulsion unit.
 16. The process as claimed in claim 15, whereinmovement and/or change in orientation of the vehicle occurs due to themovement of the at least three gimballed thrust or propulsion units. 17.The process as claimed in claim 15, wherein: a first power source powersthe thrust force; and a second power source independently powers therotational movement of the at least three gimballed thrust or propulsionunits relative to the frame of the AV.
 18. The process as claimed inclaim 15, wherein the thrust magnitude can be arbitrary during themovement of the at least three gimballed thrust or propulsion units. 19.The process as claimed in claim 15, wherein the aerial vehicle iscapable of hover and flight in any orientation completely independent ofits three-dimensional heading, by using movement of the gimballed thrustor propulsion units to control movement and orientation of the aerialvehicle.
 20. The process as claimed in claim 15, wherein the current AVorientation and heading measurement includes at least one of: a movementvector of the AV; a current AV heading that is independent of a currentAV orientation; a current AV orientation that is independent of itsthree-dimensional heading; or a current AV orientation that isindependent of its three-dimensional movement vector.
 21. The process asclaimed in claim 15, comprising at least one of: dividing a collectivethrust vector between different classes of propulsion; dynamicallydividing a collective moment vector within the propulsion unit at thecentre of gravity of the aerial vehicle, wherein each axis of thecollective movement vector comprises a combination of thrust variationswithin propulsion units on the rotation axes that combine to a sum ofzero; giving priority to a large propulsion unit for producing aninverse gravity vector; or giving priority to a small propulsion unitfor heading correction.
 22. The process as claimed in claim 15, whereinat least one of: at least one thrust or propulsion unit does not have asymmetrical counterpart; or at least one thrust or propulsion unit islocated on a different horizontal plane than a hull of the aerialvehicle.
 23. The process as claimed in claim 15, wherein determining thecollective thrust vector comprises: determining a calibration modifierfor each propulsion unit based on at least one of: vehicle orientation;vehicle acceleration; propulsion unit failure; thrust profile of thepropulsion unit; or location of the propulsion units relative to thecentre of mass of the vehicle; wherein the collective thrust vectorincludes the calibration modifier for each propulsion unit.
 24. Theprocess as claimed in claim 15, wherein at least one of the collectivethrust vector or the collective moment vector is split at least one of:dynamically; preferentially; or between different classes of propulsionunits.